Gasoline engine



March 3, 1959 c. w. VAN RANST 2,875,745

GASOLINEENGINE Filed May 26, 1953 3 Sheets-Sheet 1 E WM 5' Tail/EYE March 3, 1959 c. w. VAN RANST 2,875,745

GASOLINE ENGINE Filed May 26, 1953 3 Sheets-Sheet 2' I N V EN TOR. E 5 car/{6&1 fizz/123M52 March 3, 1959 c. w. VAN RANST 2,

7 GASOLINE ENGINE Filed May 26, 1953 3 Sheets-Sheet 3 IN V EN TOR.

E E amezzas xazwzzfisz BY I United States PatcntO GASOLINE ENGINE Cornelius W. Van Ranst, Dearborn, Mich. Application May 26, 1953, Serial No. 357,578

Claims. (Cl. 123-195) cylinder block and which are readily accessible and removable for adjustment or repair without necessitating disassembly of the entire engine.

Another object of the invention is to provide an improved internal combustion engine having a low weight to power ratio which is compact in construction, efficient, reliable in operation, and in which the reciprocating and rotating components are statically and dynamically balanced so as to reduce vibration to a minimum.

A still further object of the invention is to provide an internal combustion engine having an improved cooling system wherein a straight flow of air efliciently cools the hottest portion of the engine first.

Yet another object of the invention is to provide an improved internal combustion engine having means for automatically disengaging the starting components and rewinding the actuating lanyard after the engine has been started.

Other objects and advantages of the invention will be apparent from the following detailed description thereof when read in conjunction with the accompanying drawings, wherein:

Figure 1 is a rear assembly view of an improved internal combustion engine embodying the invention;

Fig. 2 is a plan view of the engine illustrated in Fig. l, with a number of accessories omitted;

Fig. 3 is a longitudinal sectional view of the structure illustrated in Fig. 1, taken on the line 3--3 thereof;

Fig. 4 is a vertical sectional view of the structure illustrated in Fig. 3, taken on theline 44 thereof;

Fig. 5 is a fragmentary, sectional side view of the starting components of the engine illustrated in Fig. 1, with portions broken away, and

Fig. 6 is a sectional view of the structure illustrated in Fig. 5, taken on the line 6-6 thereof.

In the drawings, the numeral 10 designates the cylinder block of an engine having a fuel inlet port 12 and an exhaust port 14. A carburetor 16 is secured against the face of a gasket 18 disposed about the port 12, while an exhaust manifold 19 is secured against a gasket 20 about the exhaust port by screws or other suitable means. A fuel tank 23 has depending brackets 25 and 27 which are bolted or otherwise secured to the cylinder block 10 and is connected to the carburetor 16 by a fuel line 24. Thecylinder block 10 is provided with spaced integral, radial cooling fins 24 disposed about a vertical cylinder 25 in which a piston 30, having piston rings 32 thereon, is mounted for reciprocation. Diametrically opposed passageways 33 are formed in bosses on the wall of the piston in which a wrist pin 34 is fitted and to which the upper bearing end of a connecting rod 36 is attached.

2,875,745 Patented Mar. 3, 1959 2 The lower annular bearing at the end of the rod 36 is secured over a crank pin 82 and is retained thereon by a split ring 39, as will be explained more fully hereinafter.

Vertically disposed cylindrical passageways 40 and 42 are formed in the cylinder block 10, so located that a line through the centers of the passageways extends through the center of the engine cylinder. An exhaust valve assembly 44 is mounted in the passageway 40, while an intake valve assembly 46 is. mounted in the passageway 42. The valve assemblies are of like construction and are preferably interchangeable. Each assembly comprises a valve guide 48 and a valve 50 having a stem 51 disposed within the guide. A cam follower 52 is integrally attached to the lower end of the valve stem 51 and a compression spring 54 is provided about the stem in abutting relation with the valve guide 4? and the cam follower 52. The valve guide 48 is preferably made of aluminum which is cast around a porous powdered metal sleeve 56 which may contain a lubricant, such as powdered graphite. Each valve guide is detachably secured to the cylinder block In by a removable U-shaped washer 60 which is retained in a shoulder 61 by the tension in the spring 54.

It will be noted that the intake and exhaust valve are aligned on a radius from the center of the cylinder, with the exhaust port more remote therefrom. With this arrangement, the hot spot present. at the exhaust port is located further from the cylinder so as to reduce the concentration of the heat normally present at one side of the cylinder, thereby reducing the tendency of the air fuel charge to detonate or knock. To further reduce the tendency of the air-fuel charge to detonate, a cylinder head 62 is provided, having a shallow recess above the cylinder and valves to reduce the volume thereof. Chilling of the last portion of the air-fuel charge to burn helps to reduce detonation by reducing the rate of temperature rise, which in turn reduces the amount of charge that will reach its spontaneous ignition temperature. The flattening of the space occupied by the last portion of the air-fuel charge to burn increases the surface volume ratio of this portion of the combustion chamber and thereby increases heat flow from this portion of the mixture. Close proximity of the relatively cool intake valve also serves to reduce the rate of temperature rise of the last portion of the charge. The cylinder head 62 is provided with vertically disposed, spaced cooling fins 64 and a threaded opening for receiving a spark plug 66 or equivalent ignition device. The head is releasably secured against a gasket 67 on the top of the cylinder block 10 by bolts 68.

As best shown in Figure 3, a bearing housing 70 is detachably mounted in an aperture in the cylinder block 10 by outwardly projecting annular flanges 71 and 72. The flange 72 is of greater diameter than the flange 71 and is secured by bolts 74 to the engine block. A crank shaft 78, having an integral crank arm 80, a crank pin 82, and a crank pin counterweight 83, is shown extending longitudinally through a suitable bearing bore provided in the bearing housing 70, the crank pin 82 being provided with a substantially axial bore 81 which extends partially therethrough to reduce the Weight of the crank pin. The flanges 71 and 72 of the bearing housing 70 also have a bearing bore for supporting a cam shaft 84 having integral cams 86 and 88 thereon for operating the exhaust and intake valves, respectively. The cam shaft 84 is driven from an integral gear 90 which is in mesh with a gear 92 integral with the crank shaft 78. The ratio between the gears 90 and 92 is twoto-one so that the cam shaft rotates once while the crank shaft rotates twice, as is the conventional practice in a four-stroke cycle engine. Oil seals 89 and 9.1 are pro.-

3 vided on the forward ends of the crank shaft and cam shaft, retained in position by a gear cover 93 which is attached to the bearing housing 70 by suitable screws 97, as illustrated in Fig. 4.

A flywheel 94, having a cover 95, is fixed to the forward portion of the crank shaft by a nut 96 and is provided with suitable fan blades 98 formed on the periphery thereof in a manner to produce a forced circulation of air over the engine during its operation. Housed in the flywheel is a magneto of a conventional construction, having, as best shown in Fig. 4, a permanent magnet, including pole pieces 108 and 110, fastened to the inner rim portion of the flywheel. The stator of the magneto comprises a laminated structure having three legs 112, 114 and 115 integrally united at their inner ends and having. their outer ends shaped to cooperate with the pole pieces of the magnet during the rotation thereof. Pria mary and secondary coils 117 and 118 are mounted. on the leg 112 of the stator. Relatively fixed and movable breaker points are respectively shown at 119 and 120, the point 119 being fixed to and insulated from the. bracket 121. The movable breaker point 120 is fixed to one end of the breaker lever 122 which is pivoted at the other end on a pivot 123. The lever 122 has a medially disposed integral cam follower 124 riding on the periphery of a breaker cam 125 on the end of the cam shaft 84. The breaker cam has a low surface which allows the breaker point 120 to close on breaker point 119, the remainder of the cam being such as to hold the breaker point 120in the open position. A condenser 128 iselectrically connected to the undergrounded terminal of the primary coil 117 and the insulated breaker point 119 by a conductor 129, while the secondary coil 118 is electrically connected by a high tension wire (not shown) to the spark plug. A cap 130 is secured over the breaker points 119 and 120 on the gear cover 93 by a pair of studs 131 extendingv therefrom to protect thepoints from dust,- grime and other foreign matter.

Dynamic balance of the engine is obtained by providing a counterweight 132 which is integrally attached to the. inner rim of the flywheel opposite the magnet and forwardly spaced therefrom. The counterweight statically balances the flywheel and cooperates with the magnet 106 to produce a reacting rocking couple having the same magnitude as the rocking couple produced by the statically balanced crank arm 80, crank pin 82, and crank pin counterweight 83. The rocking couples substantially cancel one another and vibration of the engine is thus reduced to a minimum to assure smooth operation. I

Surrounding the top and side portions of the cylinder block and spacedtherefrom is the shroud 136 comprising a pair of interconnected shroud pieces 138 and 140 which are bolted or otherwise secured to the cylinder block and the flywheel cover 95. Air is drawn through suitable openings orlouvers 141 in the" front portion. of the flywheelfcover by thefan blades 93 and. forcedinto the annular space: between the cylinder block and. the shroud. 136. This axial flow of air is directed against the-coolingfins adjacent the exhaust port, first, so asito obtain the greatest rate of heat transfer at the hottest portion ofthe engine. It will be noted that no air pockets-are present which would impede the straight flow of air past the cylinder block. Air is also directed along the spaced cooling fins 144 which are provided integral with: the lowerface of the crank case 146 and extend downwardly therefrom into the air stream to cool the oil in thecrank case. The shroud 136 also serves as a heat barrier and thus assists in maintaining the fuel. in the tank'at a safe temperature.

Formed integrally with the lower portion of the connecting rod and extending downwardly therefrom is a tubular arm 150 having a scoop 152 on the end thereof. Because of the eccentric motion of the tubular arm during. theoperation of the engine, oil is scooped into the oil duct-151- formed: axially in the: tubular. arm and. forced through the duct under pressure to a slot 147 in the surface of'the crank pin 82 by which the pin is lubricated. A passage 155 interconnects the duct 151 with an annular groove 149 provided in the crank shaft 78 to lubricate the crank shaft. As the crank shaft 78 revolves in the bore of the bearing housing 70, a portion of the oil will be discharged from the end portions of the bearing into the passageways 153 formed therein to lubricate the cam shaft 84, after which it returns to the crank case 146 for recirculation. A portion of the oil will also be deposited on the inner walls of the cylinder and piston due to the splashing action of the tubular member, to lubricate the piston rings and wrist pin.

A starter for the engine is provided which is generally designated by numeral 155. As perhaps best shown in Figures 5 and 6, the starter comprises a housing 156 having radially extending flange portions 158 secured to the cylinder block 10 by bolts, such as 160. A horizontally disposed. shaft 164, having a medially disposed enlarged portion 165, is rotatably and slidably mounted in a suitable bore provided in the housing 156,.the center line of the shaft 164 coinciding with the center line of the crank shaft 78, and carries a pulley 166 threaded on the outer end thereof. Integrally attached to the inner end of the shaft 164 is the disk 168 having radially disposed offset flanges 170, any one of which provides a locking engagement with an annular groove 171 and an end recess 172 provided in the end portion of. the crank pin. 82. When. operating the starter, the shaft 164 is first pushed inwardly until one of the flanges. enters the groove 171 of the crank. pin. When rotary motion is imparted to the shaft 164, as by manually pulling the rope 174 on the pulley 166, the flange 170 is locked on the crank pin and impartsv rotary motion to the crank shaft 78. Whenthe engine begins operating, the crank shaft accelerates and they crankv pin advances. from en: gagement with the flange. 170, disconnecting the disk 168 fromthepin. A conical-shaped combination torsion and compression spring. 175, interposed on shaft. 164 between housing 156 and said enlarged portion 165, serves to retract shaft 164 and rewind the rope 174 on the pulley 166.

It will be. appreciated from the above description that the engine is comprised of a plurality of subassemblies which may be assembled, inspected, tested and adjusted for timing and performance as separate units apart from the engine block 10.

The intake and exhaust valve subassemblies, which include the valve guides 48, valves 50, calm followers 52 and compression springs 54, are initially assembled, inspected, tested and adjusted as separate units, after which they are inserted in the passageways 40 and 42 in the cylinder block 10. When securing the intake and exhaust valve subasse'rnblies in the block, the valve guides 48 are pressed downwardly .by a tool inserted in the intake and exhaust ports, respectively. The U-shaped washers 6.0 may then be snapped in place, after which the valve guides are. released so that thepressure of the springs 54 forces the valve guides upwardly and causes, each washer 60 to. engage a recess 61 at the lower ends of the passageways-40 and 42.

The main bearing subassembly which incorporates the magneto, flywheel, cam shaft, crank shaft, and main bearing housing, also may be assembled, inspected, tested and adjusted. for timing and performance as a separate unit apartv from the engine block 10.

After the piston 30, wrist pin 34 and connecting rod 36 are assembled and inserted in the cylinder block, the main bearing housing 70 is secured to the block 10 by bolts 74 after the crank pin 82 on the inner end of. the crank shaft was inserted through the bearing 80 on the lower end of the connecting rod 36 and is secured by the split spring ring, 39 which is snapped over and encompasses the outwardly projecting. end portion of the crank-pin.

The starter subassembly 155, which includes the housing 156, shaft 164 and pulley 166, is then assembled, inspected, tested and adjusted, after which it is secured to the block by volts 160. The cylinder head, crankcase, and other external components may then be fastened in place.

What is claimed is:

1. A valve assembly for an internal combustion engine, an engine block having passageways and a valve seat, an aperture leading into the block of slightly smaller diameter than the seat, a bushing insertable in the aperture, a porous sleeve within said bushing, a valve stem within said sleeve, said stem having a head on one end engageable with said seat and a cam follower on the other end, a spring about said stem abutting said bushing and said cam follower portion, the spring and cam follower being of smaller diameter than said aperture, and means secured to the end of the bushing engaging said block for preventing the spring from advancing the bushing toward said head. 1

2. In an internal combustion engine, a cylinder block having a cylinder and valve receiving apertures disposed in spaced relation with valve seats in the block at one end of said apertures, a valve assembly embodying a valve having a stem, a bushing for the stem, a cam follower and a spring, said assembly being insertable in the aperture from the seat end thereof and retained therein when the bushing is secured to the block, and means securing said bushing in the block.

3. In an internal combustion engine, a cylinder block having a cylinder and a pair of spaced valve receiving apertures with valve seats in the block at one end of the aperture which are of greater diameter than the aperture, the axes of said valve apertures being aligned on an extended radius of said cylinder, a valve assembly embodying a valve having a stem, a bushing slidably receiving the stem, a cam follower on one end of the stem, and a spring between the bushing and cam follower mounted as a unit in each of said valve apertures from the seat end thereof, and means engaging the bushing and locking it at the end of the aperture opposite to the seat.

4. In an internal combustion engine, a cylinder block having a cylinder and a pair of spaced valve receiving apertures with valve seats in the block at the end of the apertures, the axes of said valve apertures being aligned on an extended radius of said cylinder, a valve assembly mounted as a unit in each of said valve apertures, each valve assembly being alike and interchangeable in said apertures, each valve assembly including a bushing, a bearing in said bushing, a stem in said bearing, said stem having a head on one end and a cam follower on the other end, a spring about said stern between said bushing and said cam follower, said assemblies being inserted in the apertures from the seat end thereof, and means retaining the bushings within the apertures.

5. In an internal combustion engine, a cylinder block having a cylinder and a pair of spaced valve receiving apertures, the axes of said valve apertures being aligned on an extended radius of said cylinder, a valve assembly mounted as a unit in each of said valve apertures, each valve assembly being alike and interchangeable in said apertures, each valve assembly including a bushing, a bearing in said bushing, a stem in said bearing, said stem having a head on one end and a cam follower on the other end, a spring about said stem between said bushing and said cam follower, said spring, stem and cam follower being of less diameter than the head and being insertable into the apertures through which the head cannot pass, an annular groove at the lower end of said bushing, the lower end of said valve aperture being enlarged to form a shoulder, and a split ring insertable in said groove after the bushing is urged downwardly in said aperture to extend therebelow, said ring being locked thereafter against said shoulder by said spring to retain the valve assembly within said aperture.

6. A bearing assembly for a cylinder block of an internal combustion engine, said block having a large aperture disposed normal to the cylinder therein, a bearing assembly mounted as a unit in said aperture, said bearing assembly comprising a unit bearing housing of a size to fit within said aperture and of a length to have the inner and outer portions thereof supported within the block, a crank shaft mounted in and supported solely by said housing, a cam shaft mounted in and supported solely by said housing, a flywheel mounted on said crank shaft, a gear mounted on each said shaft having intermeshed teeth, and means for securing the housing fixed within the aperture.

7. In an internal combustion engine, a cylinder block having a cylinder and an enlarged aperture disposed normal thereto, a bearing assembly mounted as a unit in said aperture, said bearing assembly comprising a bearing housing in engagement with the wall of the aperture at both its inner and outer ends, a crank shaft rotatably mounted in and supported solely by said housing having a crank pin extending from one end thereof, a cam shaft rotatably mounted in and supported solely by said housing, the axis of said cam shaft being substantially parallel with but spaced from the axis of said crank shaft, a pair of gears interconnecting said shafts in driving relation, a flywheel assembly including an ignition mechanism mounted on said crank shaft, a piston mounted in said cylinder, a connecting rod on said piston having an annular crank bearing, and means for retaining said connecting rod bearing on the crank pin of said crank shaft after the crank pin is moved through said annular crank bearing when said housing is moved into said aperture.

8. In an internal combustion engine, a cylinder block having a vertically disposed cylinder and a pair of valve receiving apertures disposed normal to said cylinder having valve seats at one end thereof, a valve assembly mounted as a unit in each of said valve receiving apertures, each said valve assembly being alike and comprising a bushing, a sleeve in said bushing, a valve stem in said sleeve having a head and a cam follower at opposite ends, a spring about said stem abutting said bushing and cam follower, said spring, bushing and cam follower being insertable in said apertures, means detachably securing a valve assembly in each of said apertures with the heads on said seats and the bushing locked in said aperture, a bearing assembly mounted as a unit in said cylinder block including a bearing housing, a crank shaft, a cam shaft, said shafts being solely supported by said housing, a flywheel assembly mounted on said crank shaft, and inter-meshed gears on said shafts, the arrangement being such that said assemblies may be tested apart from said cylinder block.

9. In an internal combustion engine having a cylinder block containing an aperture and a valve seat at one end thereof, a bearing assembly mounted as a unit in said cylinder block, said bearing assembly comprising a bearing housing, a crank shaft assembly and a cam shaft assembly supported solely by and mounted for rotation in said bearing member, a flywheel assembly including an ignition mechanism mounted on the forward portion of said crank shaft assembly, and a valve assembly mounted as a unit in the aperture in said cylinder block in position to have the head of the valve engage said seat, said valve assembly comprising a sleeve, a bushing concentrically disposed on said sleeve, a valve including a stem portion, a head portion, and a cam follower portion, said stern portion being slid'ably fitted within said sleeve, a spring disposed around said stem portion and abutting said bushing and said cam follower portion which extend into and beyond said aperture, and means for 7 detachably securing; said bushing in the aperture in said cylinder block.

10.. Av valve assembly to be mounted as a unit in an internal combustion engine having a seat for the head of. a valve in the engineblock, said valve assembly comprising a. sleeve of less diameter than said seat, a bushing concentrically disposed on said sleeve, a valve including a stem portion, a head portion engageable with said seat, and a cam follower portion with the stem concentrically disposed Within said sleeve, and aspring disposed around said stem portion and abutting said bushing and said cam follower portion.

References Cited: in the file of this patent UNITED STATES PATENTS Re.2l,679 Jacobi Dec. 31, 1940 1,209,389 Brown Dec. 19, 1916 1,299,554 Cosgray Apr. 8, 1919 1,424,705 Abell Aug. 1, 1922 8 Kettering Sept. 26,-. Gore Mar. 6, Kenen Sept; 1', Estep Apr. 1, Lansing- Dec. 1 2, Bechman Jan. 21, Lee July 14 I-Ieintz June 6, Dehn Aug. 10, Goldberg eta1. Aug. 10, Flint Mar. 6, Leja July 3, Bouvy Feb. 12, Slonneger Mar. 25, Schnacke July 29, Wolfenbarger. Nov. 25, Cole Sept. 15, Taylor Nov. 10,, Hofiman Apr. 3,

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent Non 2,875,745 March 3, 1959 Gornelius' W, Van Ranst It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column '7, list of references cited, after line 19 add 1,299,555 Cosgray Apr. 8, 1919 Signed and sealed this 14th day of July 1959.,

SEAL) Attest:

KARL Ho AXLINE Attesting Oflicer ROBERT C. WATSON Commissioner of Patents 

